Train-dispatching system for railroads



March 3, 1931.

s. N. WIGHT TRAIN DISPATCHING SYSTEM FOR RAILROADS Original Filed May 16, 192

on 2. F 5L m 8. M mo 2. m or E1 rllluuulL Patented Mar. 3, 1931 SEDGWICK N. WIGHT, 01E ROCHESTER, NEW YORK, ASSIGN OR TO GENERAL RAILWAY UNITED S SIGNAL COMPANY, OF ROCHESTER, NEW YORK TRAIN-DISPATCI-IING- SYST M non BATLROADS I Application filed May 16, 1927, Serial No. 191,734. Renewed April 9, 1930.

This invention relates to a train dispatching system {of the wayside signal indicating type, and more particularly to means for con tinuously and distinctively indicating when a certain track circuit is occupied by a train and the direction from which said train came,

parent that the signal can never indicate proceed While a train is passing the same and vice versa a train can notaccept, and pass such signal unless the signal is indicating proceed whenit is accepted; and for thisreason a line circuitfor controlling'the signal is only useful for signal control purposes while there is no train passing such signal and further there is never occasion for indicating the passage of a train'except when such signal is held at stop by such passing, train. Further, it is often extremely important for a train dispatcher who has control over'the signal mentioned toknow whether the passing train is moving in one direction or the other.

With the foregoing and other important considerations in mind, it is proposed in ac.- cordance with the present lllVeIltlOll toemploy a control relay, wh ch may be a neutral relay or a polar relay depending upon the number of signals to be controlled, to control this control relay over a line circuit from the dispatchers office, and to provide suitable means for continuously opening this line circuit so long as there is a train passing the signal in question moving in one direction, and to intermittently open said line circuit if there is a train passing the signal moving in the opposite direction.

More specifically it is proposed to employ .polar control relay which'is controlled by suitable current preferably direct current,

and which if energized in one direction will permit clearing of one signal and if energized in the opposite direction will permit clearing of another signal, to provide a supplemental relay which is directly controlled by a track drawings in which V Fig. 1 conventionally shows a portion of a railway: system having a train dispatching system of the wayside signal indicating type superimposed thereon, and including an arrangement for indicating the position and direction of movement of trains emboding the present invention; and

Fig. 2 illustrates a modified form of the invention in which certain relays perform additional functions and for this reason less relays are required.

Desom'ptwn of Fig. 1.Referring to Fig. 1

of the drawings, wherein aportion of a train dispatching system such as described in .detail in my prior applicationSer. No. 120,423 filed July 3, 1926, has been shown, a portionof the main track and track switch, and the signals associated therewithof one'passing "s'iding only, has-been illustrated. This trackv switch at one end of the passing siding has been designated TS and the starting signals for'theim'ain track andsiding have been designated 2 and 2D respectively and the entering signal has beendesignated 1 and the take-siding, signal has been designated 1D. Although the track switch TS may be controlled by a suitable power operated switch machine through the medium of the control relay hereinafter described, and as more particularlydescribed in my prior application above mentioned, such a switch machine has not been illustrated, a switch box contact!) having been shown for the purpose of controlling the associated signals in accordancewiththe position of the track switch TS. The track switch TS is provided with including a detector track relay 2DT conventionally shown by a dotted line and by a track battery conventionally illustrated.

Although the invention is applicable to double track railways in which trains move over a track in one direction only and is applicable to a portion of a complicated interlocking system, the invention has for co nvenience only been shown applied to a single track railway signaling system of the absolute-permissive-hlock type, of which the home relays 1H and 2H and the usual absolute-permissive-block directional stick relay 2S have been shown. 7

At each end of'each passing siding, or at any other location where theinvention is to be applied, there is provided a control relay Z which may be energized from a distant dispatchers ofiice or tower.

Operation.lt is believed that the invention canbe most. readily understood by con sidering the operation of thesystem; In order to do this let us assume that there is a train on the main track of the passing siding facing in an easterly direction, that is, a train moving from left to right, and that the operator infthe dispatchers ofiice DO wishes to allow this train to proceed into the singletrack section and in order to do so he must clear the signal 2. This may be done by energizing the control relayZ toward the right in response to movementof the control lever L in a clockwisedirection,whereby the following circuit is completed :beginning at the positive terminal of a suitable source of energy such as a. battery 10, a contact of the control lever L, winding of the'line relay LR also located in the tower DO, line wire 11, front contact 12 of the signal relay OS, wire 13, winding of the polar neutral controlrelay Z, wires 14;v and 15, to the common return wire C, which through wires 16 and 17 is connected to the neutral point of the battery 10. With this circuit completed, the polar contacts of the relay Z will assume the position in which they have been shown and the neutral contacts will assume the'attracted position, in which the followingcircuit for clearing the signal 2 is completed: beginning at the terminal B, neutral contact 20 of the control relay Z, polar contact 21 of this relay, wire 22, switch box contact 5 closed when the track switch TS is in its normal position, wire-23, signal control mechanism of,

the signal 2 (not specifically shown), wire 24, front contact 25 of the home relay 2H tothe common return wire G connectedto the other terminal of said source of energy. It is thus noted that with the homerelay 2H energized .manifesting favorable trallic conditions ahead, with the single track section ahead not occupied by a westbound train, and with the track switch TS in its normal position, the signal 2 will assume the clear position. Although the starting and entering signals shown are in practice three-position signals, and have been conventionally illustrat-ed as such, the circuit for positioning these signals in the caution position have not been shown. Also it is to be understood that three-position light signals may be employed instead of semaphore signals, all in a manner as described in detail in my prior application above mentioned.

.The dispatcher now having cleared the signal 2 in responsetomovement of his lever to the right hand position and also having energized the line relay LR located in the dispatchers oflice,let us now consider the movement of the train standing on the main track of the passing siding which inresponse to clearing of the signal 2 will move into the single track section. As soon as this train treads upon the detector track circuit contain: ing track relay 2-DT, this track relay, is deenergized thereby causing thesignal 2 toassunie the stop position, because theenergizing circuit of the home relay 2H includes the contact 27 of the detector track relay 2DT, and therefore the home relay 2H is de-energizedand in turn the signal 2.is'caused to assume the stop position. During the-initial movement of the signal blade of signal 2 from its clear or caution toward its stop position and with the detector track'relay 2DT deenergized, the following pick-up circuit for the usual APB directional. st'ck relay 28 is completed :beginning atthe terminal B of a suitable battery, back contact 2Tof the detector track relay 2DT, wire 28, contact 29 operated by the signal 2 and closed when the signal assumes the clear or caution position, wires 30and 31, winding of the stick relay 2S to the common return wire C connected to the other terminal of said battery. In this connectionitshould be noted that a similar pickup circuit would have been completed through contact 29D had the train moved off of the siding. Although this pick-up circuit for the usual stick relay 2S is only completed for a short time while the signal 2 is moving from the clear or caution position, a stick circuit for maintaining this relay 2S ener gizedis completed, which may be traced as follows :beginning at the terminal B ofsaid battery, back contact 33 of the home relay 2H,

wire 3 front contact 35 of the stick relay 2S,

wires 30 and 31, winding of the relay 2S, to the common return wire C. It thus appears that the stick relay 2S will remain energized so long as the home relay 2H remains deenergized, or in other words, the relay 2S is picked up when a train moves from left to right over the detector track circuit containingrelay 2DT and'remains energized at least as long as this detector track circuitremains occupied. In accordance with the present invention this stick relay 28 in conjunction with the detector track relay 2DT is used for indieating when there is a train moving from left toright over the detector track circuit con:

, linerelay LR located in thedispatchers office DO. It should be noted that the, supple mentalrelay-WP isnormally energized terminal of said battery. The supplemental relay P is of course energized 1111681301156 through-the front contact 40 of the detector track relay 2DT, and that the signal relay OS is normally energized through the front contact 46 of the supplemental relay WP. Bearing in mind that the stick relay 2S is now stuck up and that the detector track relay I 2DTis now down by reason of an east bounol train moving over the detector track circuit containing this relay 2DT, with the contact 40 of the track relay 2DT down, the supplemental relay WP is de-energized and in turn ole-energizes the signal relay OS; but since both of these relays WP and OS are prefera bly slow acting as they have been conventionally shown, a. certain amount .of time (say one second) elapses before the signal relay OS assumes its de-energized position.

When this occurs asupplemental energizing circuit for the supplemental relay l/VP is completed which-may be traced as follows beginning at the terminal B of a suitable bats. tery, front contact 41 of the stick relay 2S,

wire 42, back contact ii) of the relay OS, wires 44 and 45, winding of the relay l/VP to the common return Wire C connected to theother to the completion of the circuit just traced and after a short interval of time, it will have caused the signal relay OS to be ener} gized, which energization of relay OSin turn again breaks this supplemental energizing circuit; In other words, an oscillating'system has, been set up which causes therelays N]? and OS to be alternately energized and deenergized. i

For various reasons, some of which have been mentioned, in my prior application above mentioned, it is desired to malntainthe control relay Z energized in spite of opening of the line circuit if this control relay assumed its energized position at the time the line circuit was opened at the control relay end thereof, and for this reason provision has been made for energizing the control relay Z through a stick circuit when the line circuit is opened due to dropping of thesignal relay OS. .In response to de-energization of the signal relay OS due to dropping of the detector track relay 213T, the control relay Z is stuck up through the following circuit :be-.'

ginning at the positive terminal of the battery 50, polar contact 51 of the control relay Z, wire 52, neutral contact 53 of. the control relay Z, wire 54:, back contact 12 of the signal relay OS, wire 13, Windingof the control relay Z, wires l t and 55, back contact 56 of the originally used for picking up the control relay Z derived from the battery 10 inthe dispatchers oflice, so that the control relay Z will remain stuck up in the same position as that to which it was originally energized. With therelays WP and OS oscillatingin a manner as heretofore described, the line circuit including the line wirell is intermittently broken, and for this reason the line relay LR located intower DO is intermittently energized." This line relay LR through its back contact 60-intermittently energizes the indicating lamp I located on the miniature track lay-out in the'dispatchers oflice, and thereby indicates to the dispatcher that there is a train moving from left to right over the detector track circuit at the right hand endof the siding in question Let us now assume that there is a westbound train moving in the single track sec-Q tionof Fig. 1 ,andthat the dispatcher wishes this train to take the main track. :In this connection it should be remembered that. the home relay 2Hunder the conditions assumed is de-energized, because the westbound train in the single track section has caused the eastbound tumble down circuit to be opened and the home relay to be de-energized in the usual way. In order for the dispatcher to clear the signal 1 he will move the lever L in a clockwise direction and thereby cause an energizing circuitforthe control relay Z as heretofore traced to be completed, which will again cause this reIay Z to assume its righthand energized position, in which the follow-.

ing circuitfor the signal 1 is completed :beginning at the terminal B,neutral contact 20 of the control relay Z, polar contact'2l of this,

lio

completion of this circuit will permit the signal 1 toassumeits clear'indic-ating condition. It may be pointed out here that any suitable means, such for instance as shown in my priorapplication, may be used for selecting between the signals 1 and 2 when the control relay Z is energized to the right, and for convenience no specific means for accomplishing this result has been illustrated in the drawings.

' Let us assume that the westbound train in the single track section continues its moveinent into the main track of the passing siding inrresponse to clearing of the signal 1. When this train enters upon the detector track circuit containing track relay-213T, bearing in mind: that the stick relay 2Sis now -de-ener-' gized, the supplemental relay'WP is .de-energized and in turn the-signal relay OS is de-energized. These relays WP and OS will remain in their d'e-energized conditionso long as the detector track relay 2DT is deenergized, because the supplemental energizing circuit for the relay IVP heretofore mentioned is nowopen at the front contact 41 of the stick relay 2S. In other words, a westbound train will cause the line circuit and in turn the line relay LR in the dispatchers office to remain de-energized so long as this train occupies the detector track circuit C011? taining relay 2DT, and'therefore the indicating lamp I is continuouslyenergized so long as there is a Westbound train on the detector track circuit of which traflic conditions are indicated by this signal lamp I.

' In the same manner as already described in connection with signals 1 and 2, the takesiding and dwarf signals lD and 2D maybe cleared when the track switch TS assumes the take-siding position. If the track switch TS is not operated by a switch machine, as proposed in my prior application above mentiened, theswitch box contacts 5 will be omitted in so far as they control the dwarf signal 21) and the take-siding signal 1D, in which event the train crew in response to clearing of one or the other of these signals 1D and 2D will operate the track switchTS through the medium of the usual switch stand (not shown). It is desired to be understood that the arrangement shown in Fig. 1 in so far as the signal system as a whole is concerned, is

conventional and that reference may be had to the prior application foramore complete description as to the control of the three-posit-ionsignals and the track switches in accordance with the wishes of the train dispatcher, and further that the invention may be applied to a track lay out not employing signals of the absolutepermissive-block type all without departing from the invention shown and described in connection with Fig. 1.

Descriptionof Fig. 2.In Fig. 2 has been shown a modified form of the present invention inwhich the supplemental relay IVP is entirely omitted, and in which the control relayZ is not stuck up during the time of occupancy of the detector track circuit as was the casein the arrangement shown in Fig. 1. For simplicity the control for the signals 1,

2, 1D and 2D, as well as the home relays 1H and 2H controlling the same, have been omitted, and in like manner the control circuits for the stick relayQShave been omitted.

Operation of Fig. 2.It is believed suflicient:to-point out. how the line circuit including the line wire 11 in Fig. 2 is caused to be continuously open when the detector track circuit containing track relay 2DT is occupied while the stick relay 2S isde-energized, and how this line circuit is intermittently broken it the detector track circuit in question is occupied while the stick relay 2S is energized. Let us first assume that there is a westbound trainmoving over thedetector track circuit containin relay QDT, under which condition the stick relay 2S is de-energi'ze'd. The entrance ot't the West bound train upon the detector track circuit causes the contact of the detector track relay QDT to assume the de-energized position, and since the stick relay 2S is de-energized, the signal relay OS is de-energized in response to dropping of this contact 70. Dropping of the stick relay 'OS of course opens the line circuit iiicluding the line wire 11 by dropping of the contact 71of the signal relay OS.' This in turn, of course, causes the signal lamp I in thetower to be continuously illuminated so long as the detector track relay QDT is deenergized in. response to a west-bound train.

Let us now assume that there is an eastbound train moving overtlie detector track circuit containing relay 2DT. The entrance otthis train upon the detector track circuit causes the stick relay 2S to be picked up and stuck up for reasons described in connection with Fig. 1 of the drawings. Also, this en trance of the train upon the detector track circuit drops the contacts 70 and thereby deenergizes the signal relay OS, bearing in mind that the control relay Z is energized from the tower and that the supplemental circuit for the signal relay presently to be traced is open at the contact 7 2 of the control relay Z.- After a short interval of time the control relay Z will assume its de-energized position in response to dropping of the contact 71 of the signal relay OS, thereby completing an auxiliary circuit for the signal relay OS which may be traced as follows :beginning at the terminal B of a suitable source of current: front contact 73 ofthe stick relay 2S, wire 74, back contact 7 2 of the control relay Z, wire 75, back contact 70 of the detector track relay QDT assuming its deenergized position, wire 76 through the winding of the relay OS to'the common return wire O connected to the otlier'terminal of said source. The completion of this circuit will cause the relay OS to pick up which in turn completes the line circuit at the contacts 71 and causes the control relay Z to pick up. the control relay Z picks up, the auxiliary circuit for the signal relay OS is again opened thereby repeating the cycle of relay operation as just described. In other words, the relays OS and Z will be caused to oscillate, because the-de-energizing circuit for the relay OS iii- As soon ascludes a back contact of the relay Z and this relay Z is controlled by a;front contact of the relays OS and Z of course causes intermittent interruptionof the line circuit 11 and in turn causes intermlttent de-energiz'ation of ithe' line relay'LR located in the tower, which in turn causes intermittent illumination of the indicating lamp I, indicating to the dispatcher that there isan eastbound-train'mow' lllgOVGI the detectortrack circuit forfwhich thls indicating lamp I indicates conditions of the purpose of disclosing the nature of the invention rather than its scope,-and have not been selected with a'view of illustrating the exact circuit arrangement preferably employed in practicing the same; and that various changes, modifications and additions may be made to adapt the invention to the particular track, signal and switch'lay-out or railway system in connectionwith which it is to be used all without departing from thescope of the invention or the idea of means underlying the same except as demanded by the scope of the following claims. l

WhatIcIaimisP c 1; In'ja train indicating system; the combination with a track section located at a point distant to a central office; an indicating lamp inisaid office for indicating the condition of occupancy of said track section; and means for constantly energizing said lamp ifthere'is a'train moving in one direction over said section, causing said indicating lamp to be intermittently lighted when there is a train moving-in the opposite direction over said section and causing saidlamp to be extinguished'when said section is unoccupied.

' connectingsaid signal and a local oflice'ener- 2; Ina train dispatching system, the combination with an ontlying track switch, a signal adjacent saidswitch, alline circuit con-- necting said signal and a local ofiice'energized from said office when'flsaid signal shall be.

permitted to clear, foulingtrack' circuit as s'ooiated with said track switch and means for opening said-line circuit intermittentlyiwhen said fouling track circuit is occupied. i

3. In a train dispatching 'system,th e comgized from said office when said signalshall be permitted-to clear, a fouling track, circuit associated withsai'dtrack switcl1,-andmeans for opening said line circuit continu-- ou'sly so l-ongas said fouling traclrcircuit is occupied by a train "movingin one direction 1 and for intermittently opening said line Cir cuit solong as said fouling track circuit is occupied by a. train moving in the opposite direction.

4. In a train dispatching system, thecornbination with an outlying track switch, two signals associated with said trackswitch, "a polar control relay adjacent said track "switch which if energized in one direction permits the clearing of one or" said signals and if energized in the reverse direction permits clearingv of the other of said signals, a line circuit for controlling said control relay from a local ofiice, a detector track circuit associated with said track switch. and means for continuously'opening said line circuit if'there' is v a train'moving in one direction over said track circuit and for intermittentl opening said line circuit when there is a train moving in the opposite direction over said track switch.

5. In an automatic train'control system, the combination with a main track havinga passing siding, signals associated with one end of 7 said passing siding, a polar control relay controlled over a line circuit from a distant tower which if energized current of one polarity permits a main track signal to clear-if traffic conditions in advance are safe and is ener giz ed by current of the oppositepolarity permits a siding signal to clear, if'trafiic conditions in advance are safe, means in the tower for indicating the continuity of said line cirsaid passing siding,a polar control relay controlled over al'ine circuitfrom a distant tower, which if energized by current of one polarity permits a main track signal to clear if traffic conditions in advance are safe and if energizedby'current of the opposite polarity permits aqsiding signal to clear if trafiic conditionsin advance are safe, means in the tower for indicating the continuity of said line ciri cuit, a detector track circuit adjacent said signals'havinga detector track relay, a supplemental relay having a main energizing circuit includinga front contact of said detector 1 track relay, a signal relay controlled'directly bysaid supplemental relay and having a front contact included in said line circuit, and an auxiliary circuit for said supplemental relay includinga"back contact of said signalrelay,1whereby if the main circuit for said sup- 7 plemental relay is opened said supplemental relay will be intermittently-energized through its auxiliary circuit due to repeated dropping of'said signal relay. a

7. In an automatic train control system, the combination with a main track having a passing siding, signals associated withione end of said passing siding, a polar: control relay controlledover a line circuit from" a distant tower which if energized by current of one polarity permits a main track signal to clear if traflic conditions in advance are safe and ii energized by current of the opposite polarity permits a siding signal to clear if traflic conditions in advance are safe,

and means in the tower for indicating-the continuity of said line circuit, a detector track circuit ad acent said signals having a normally energized detector track rel y, a

normally energized supplemental relay having a main energizing circuit includingafront contact of said detector relay, a normally energized signal relay controlled directly by said supplemental relay having a front contact thereof-in said line circuit, a.

, gizedv depending on the energized condition:

of said direction relay.

8. In an automatic train control system, the combination with a main traclchavinga passing siding, signals associated'with' one end of said passing siding, a polar control.

relay controlled over a line circuit from a distant tower which if energized by current of one polarity permits a main track signal to clear if tr-aflic conditions in advance are safe and if energized by current of the op:-

posite polarity permits a siding signal to clear if traific conditions madvanceare sate,

means in the tower for indicating the continuity of said line circuit, a detector track circuit adjacent said signals having a detector track relay, a supplemental relay 'having a main energizing; circuit including a front contact of said detector track relay, a: signal relay controlled directly bysaid sup?- plemental relay and having a front contact included in said line circuit, andcan auxiliary circuit for said supplemental relay including a back contact of said signal'relay and control contacts in series, whereby if the;

main circuit for said supplemental relay is opened and said control contacts are closed.

said supplemental relay will be intermittently energized through its auxiliary I cir cuit due to repeated dropping of said signal relaya'nd said line circuit will be intermit tently broken, but if said control contacts are open when said main circuit is open, said supplemental relay and signal relay will remain de-energized and said line circuit will remain open. v

9. In combination, a railway traclihaving a'portion thereof isolated from the remaining track, a closed track circuitin'cluding the usual track relay and'track circuit-'sourceiof current, a directional train movement'responsive device associated with said track cir cuit, aline circuit extending from said. ofiice tosa-id track portion, an indicating lamp associated with the office end of said line circuit, and means.- including said track relay and said directional responsive device for continuously illuminating said lamp when saidtrack circuit is occupied by a trainmoving in one direction and for intermittently illuminating said lamp when said track. circuit is occupied by a train movingin theopposite direction.

10; In comb'nation', a local ofiice,a distant track switch of a railway track, signal'sassociated with said track switch, a control relay near said track switch controlled from said office over a line circuit, acircuit for-clearing; one of said signals in accordance with the condition of energizationoi said controlrelaythe position of said track switch and traific'cond-itionsahead of said onesignal, anindicating. lam-p at said office, and means for efiecting continuous illmnination; ofsaid indicating lamp over said line circuit if there is a train passing. said one. signal in one. direction and for efiectingintermittent illumination of said indicating lamp if there is a-train pass-; ing said one signal in the. opposite direction.

11. In combination, a local ofiice, a distant track switch of a railway track; signalsassociated with said track switch, a detector track circuit associated with said" track switch, a control relay near said track. switch controlled from said 'oflice-over a linev circuit, acircuit for clearing; one of said signals in accordance withthe condition of energi'za tionof said control relaythe position of. said track switch and trafiic conditionsahead of said one signal, an indicating lamp at said office, and means for-effecting continuous illnmination of said indicatinglamp over said line circuitv if there-is a. train moving over said detector track circuit in-one direction and for effecting intermittent illumination of saidindicati ng lamp if there" is a trainmovingover said detector trackcircu'it inv-thc' opposite direction. v

12,. In combination with'a railway track having two adjacent track portions isolated; from each other andv from the remaining track, a normally closed track circuit associated w'itheach. portion, a directionrelayfor indicating which of said portions were first occupied thus indicating the direction-of movement of a train,-a train dispatchersoffice, aline circuit connecting said dispatchers ofiice and said-two t'rack'portions, an indicating means at the dispatchers office, and

means for intermittentlyactuating said in dicating means during the passage ofa train: when said direction relay is energized" and r'or continuously actuating said indicating means during the passage ofa train when said direction relay is de-energized.

13. In combination with a railway track 7 having two adjacent track portions isolated office and said two track portions, means i115 cluding'saidline circuit fol-indicating when said direction relay isenergized during the passage of a train over one of said two track portions, a signal associated with one of said track portions, and means for controlling said signal over said line circuit.

14. In combination ,with a railway track. having two adjacent track portions isolated from each other and from the remaining track, a normally closed track circuit associated with each portion, a direction relay for indicating which of said portions were first occ-up i ed thus indicating the direction of movement of a train, means for indicating at a distant point the simultaneous occupancy of one of said track portions and the energization of said direction relay, a signal associ ated with one of said track portions, and means for controlling said signal overvsaid line circuit.

15. In a centralized 'traflic controlling system, the combination with a section of track of a railway system, a track relay associated with said section, a stick relay associated with said section which stick vrelay assumes its energized condition when trafi'ic moves in one direction over said section, a localofiice, a line circuit connecting said ofiice and section, and automatically initiated indicating means for indicating over said line circuit the condition of energization of said track relay and the condition of energization of said stick relay. v

16. In a centralized .trafiic controlling sys tem, the combination with a section of track ot a railway system, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energized condition when trafiic moves in one direction over sa1d section, a local ofiice, a line circuit connecting said ofiice and section, and

' automatically initiated indicating means for distinctively indicating at said ofiice over said line circuit when said stick relay is energized and said trackirelay is deenergized and when both said stick relay and said track relay are deenergized. I r

17. In a centralized traflic controlling system, the combination with a section-of track of a railway system, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its ener- V gized' condition whentraific moves in one di-;

rection over said section a local ol'fice, a line circuit connecting said oflice and section, and

indicatin means for distinctively indicating at said 0% dition of energization of said stick relay for each deenergization of said track relay,

18. Ina centralized traflic controlling system, the combination with a section of track of a railway system, a signal associated with said section, a track relay associated with said'section, a stick relay associated with said section which stick relay assumes its energized condition when trafiic moves in one direction over sa d sectlon, a local ofiice, a line circuit connecting said ofiice and section,

meansfor controllin said signal over said line circuit, and automatically initiated indicating means for distinctively indicating at said ofiice over sald line clrcuit when said stick re-lay'is energized and said track relay is deenergized and when both said stick relay and said track relay are deenergized.

19. In a centralizedtrafiic controlling sys-c tem, the combination with a section of track of a railway system, a signal associated with said section, a track relay associated with said section, a'st-ick relay associated with said section which stick relay'assumes its energized condition when traflic moves in one direction over saidsection, a local office, a line ce and over said line wire the coni DISCLAIM ER 1,794,565.Sedgwiclc N. Wight, Rochester, N. Y. TRAIN-DISPATCHING SYSTEM FOR RAILRoADs. Patent dated March 3, 1931. Disclaimer filed February 16, 1934, by the assignee, General Railway Signal Company.

Hereby enters this disclaimer to claims 13, 14, 15, 16, 17, 18, and 19 of said Letters Patent, which are in the following words, to wit:

13. In combination with a railway track having two adjacent track portions isolated from each other and from the remaining track, a normally closed track circuit associated with each portion, a direction relay for indicating which of said portions were first occupied thus indicating the direction of movement of a train, a train dispatchers office, a line circuit connecting said dispatchers office and said two track portions, means including said line circuit for indicating when said direction relay is energized during the passage of a train over one of said two track portions, a signal associated with one of said track portions, and means for controlling said signal over said line circuit.

14.. In combination, with a railway track having two adjacent track portions isolated from each other and from the remaining track, a normally closed track circuit associated with each portion, a direction relay for indicating which of said portions were first occupied thus indicating the direction of movement of a train, means for indicating at a distant point the simultaneous occupancy of one of said track portions and the energization of said direction relay, a signal associated with one of said track portions, and means for controlling said signal over said line circuit.

15. In a centralized traffic controlling system, the combination with a section of track of a railway system, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energized condition when traflic moves in one direction over said section, a local ofiice,'a line circuit connecting said oflice and section, and automatically initiated indicating means for indicating over said line circuit the condition of energization of said track relay and the condition of energization of said stick relay.

16. In a centralized traffic controlling system, the combination with a section of track of a railway system, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energized condition when trafiic moves in one direction over said section, a local ofiice, a line circuit connecting said office and section, and automatically initiated indicating means for distinctively indicating at said ofiice over said line circuit when said stick relay is energized and said track relay is deenergized and when both said stick relay and said track relay are deenergized.

17. In a centralized traffic controlling system, the combination with a section of track of a railway system, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energizedcondition when traffic moves in one direction over said section, a local ofiice, a line circuit connecting said office and section, and indicating means for distinctively indicating at said office and over said line wire the condition of energization of said stick relay for each deenergization of said track relay.

18. In a centralized traffic controlling system, the combination with a section of track of a railway system, a signal associated with said section, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energized condition when traffic moves in one direction over said section, a local office, a line circuit connecting said'office and section means for controlling said signal over said line circuit, and automatically initiated indicating means for distinctively indicating at said office over said line circuit when said stick relay is energized and said track relay is deenergized and when both said stick relay and said track relay are deenergized.

19. In a centralized traffic controlling system, the combination with a section of track of a railway system, a signal associated with said section, a track relay associated with said section, a stick relay associated with said section which stick relay assumes its energized condition when trafiic moves in one direction over said section, a local office, a line circuit connecting said office and section, means for controlling said signal over said line circuit, and indicating means for distinctively indicating at said office and over said line wire the condition of energization of said stick relay for each deenergization of said track relay.

[Ofiicial Gazette March 13, 1934.] 

